Variable-speed transmitter.



J. REECE.

VARIABLE SPEED TRANSMITTER.

APPLICATION FILED ocr. 29. I9I4.

Patented Sept. 11, 1915.

e sHE'ETs-SHEEI I.

@s l'I y, QO

ha "j .l

s l JTUL/QNJOT/ Jeemu@ www@ 7 e GMW, @wwf e ce. QQWIKWCAA1J QMFM J.REECE. VARIABLE SPEED TRANSMITTER.

APPLICATION FILED OCT. 29. 1914.

PatentedSept. 14, 1915.

6 SHEETS-SHEET 2.

www

MiNr/e156 e6;

Lz/1167155071 I www] uw, JEM

1. REECE.

VRIABLE SPEED TRANSMITTER.

-APPLICATION FILED ocT.29. 1914 1,153,256. PatentedSept. 14, 1915. K

6 SHEETS-SHEET 3.

` JIL..I t

Wweseg/ 40 4@ j] zw @71550711 I v WDM @6MM @QM/Wm@ REECE.

VARIABLE SPEED TRANSMITTER.

APPLICATION FILED ocT. 29. 191,4.

I ,153,256. Patented Sept. `14., 1915.

6 SHEETS-SHEET 4.

1.6mm' Jdgxm' I. REECE.

VARIABLE SPEED TRANSMITTER.

APPLICATION FILED OCT. 29.19I4

TZTU e @6 e6.'

J. REECE.

VARIABLE SPEED TRANSMITTER.

APPLICATION FILED ocT. 29. 1914.

1,153,256. PatentedSept. 14, 1915.

6 SHEETS-SHEET 6.

WIM. JMA.- Jain/RMLL m @QQ/Awww JOHN REECE, OF MANCHESTER, 'MASSACHUSETTVARIABLE-SPEED TRANSMITTER.

Specification of Letters Patent. l Patented Sept. 14, 1915.

Application leti 'October 29, 1914. Serial No. 839,173. 5

To all rwhom t may concern:

Be it known that I, JOHN Renon, a citizen of the United States, residingat Manchester, in the county of Essex and State of Massachusetts, haveinvented certain new and useful Improvements in Variable-Speed.,Transmitter-s, of which the following is a improved and simplifiedvariable speedl transmitting mechanism possessing good efliciency oftransmission, easily adjustable.

for varying speed ratios, capable of giving any desired ratio betweenthe eXtreme limits of adjustment, capable of reversing the driven shaftand free from. the structural weaknesses and other objections ofheretofore known mechanisms.

A particularl object hereof is to permit the practical use of anintermittent gripper device for actuating the driven shaft by theprovision of a practical and 'eficient link motion or other mechanismbetween the ec centricA or crank on the driving lshaft and the gripperofthe driven shaft, which is able to impart substantially uniform speedof travel to the gripper during its operative stroke, thus harmonizingthe gripper action with the natural tendency of the driven parts touniform speed.

- Another .object is to provide such a gripper actuating mechanism whichmaintains the speed'` uniformity of the gripper throughout theadjustment of the mechanismv for varying the speed ratio of the shafts.

Anotherpbject is to provide a resilient means or element in the train ofconnected mechanism in such location -and of such character as' toeliminate the objection to previous constructions.

Another object is to providev a novel and effective device forcontrolling the operative or inoperative adjustment of the grippers orpawls.

i 'Another object is to secure 'ina simplified manner the means ofreversing the action of the grippers, so as to reverse the driven shaftat will.

Another object is to give a certain automatic speed adjustment inaccordance with the actual road conditions encountered by the motorvehicle.

Another object is to enable with greater certainty and ease thanheretofore the actual adjustment of the power transmitting parts betweenthe different positions corresponding with the various speeds of theapparatus.

Further objects will bev elucidated in the hereinafter followingdescription.

To the attainment of the above referred to objects the present inventionconsists in the novel combinations, mechanisms, de-

vices, arrangements and details hereafter` referred to or illustrated inthe accompany- A ing drawings, which show one embodiment of the presentinvention.

In the accompanying drawings forming i a part heueof, Figure 1 maybeconsidered as a partial s1de elevation and a partial vertical section ofa variable speed transmitterv tion on the plane 4 4 of Fig. 1. Fig. 5 isavertical section o n the plan-e 5 5 yof Fig. 2.

Fig. .6 is a section on the planel 6 6" of Fig. j

1. Fig. 7 is a vertical section on the plane 7 7 of Figs. l and 2. Fig.y8 is a side elevation of portions of a motor vehicle to which thepresent invention is applied. Fig. 9 is a vvertical section on the plane9 9 of Fig. 2. Fig. .10 is a vertical section on the plane l0 10 of Fig.2. Fig. l1 is a vertical section on the plane l1 11 of Fig. 8. Fig. 12is a vertical section on the plane 12-12 of Fig. 14. Fig. 13 is ahorizontal section on the plane 13 13 of Fig. 8. Fig. 14 is a plan viewof. thel parts shown in Fig. 8.

.,Fig. 15 is a vertical section on the plane diagram illustrating theoperation when the parts are adjited for a lower speedratio. Thepresentinvention operates through 'an eccentric actuated by the drivingshaft and an -intermittently acting gripper coperatingwith the drivenshaft for rotating it, with, mechanisml between the shafts by whichv theeccentric vibrates the gripper.

` Eccentric inthis connection includesl any eccentric shaft device suchas a crank,'while ya gripper indicates any device adapted tointermittently operatively engage with and disengage from the drivenshaft or a drum 'on the drivenshaft, such as a pawl engagnism adaptedtopractically carry out4 these p-fdomfrom excessive wear.

801- operations and adjustments, and by a'm'echanism"5whichis`not onlysimple, but preserves .eiciency through the low weight of the parts andpossesses durability and free- Inheretofore known transmittingmechanism's ofthe intermittent gripper type there has been no effectivedriving action of the grippegbecause of the inability to secure 'aconstant'angular; velocity of grippe; movement[during its drivingstroke, this being .due tothe natural effect of introducing an ieccentric, the latterl causing a speed varialtion from zero to maximumand back--t'o zero inga well known manner. If the effect -ofthe lcrankmotion were to be represented graphically, the speed curve Would take a.form similar to that shown at 90, Fig. 17

jor 91, Fig. 18.

Two things are obvious, first, that Iwith a gripper motion 'representedby the curve 90 the maximum velocity is 1n effect only instantaneously,and, lsecond,

that, due to the, momentum of the driven parts, lthe gripper may driveonly when moving at its maximum velocity; that is, when itsl speed 'isasv great as that'of the driven sha-ft. Therefore, there -v being no-l Isubstantial period f of' driving action, v. the

efficiency of transmission is extremely ,po'o'r and the strain on thepartsjis immense, as all the driving action is concentrated inthe shortextent ofin-aximum gripper velocity4 Moreover, the driving would" beextremely unsteady. These defects would be largely overcome andl thedriving renderedl more steady by the employment i.ofjfa suitable lnumber of grippers operating close succession and each acting only atits maximum veloclty; but such a mechanism would be impractical becauseof the prohibltlve Weight of employing a number of eccentricsand grippermechanisms. Two, or at most four, grippers is deemed to be the limit.

' The problem, therefore, to which this invention is directed'is tosecure with the minimum number of grippers a maximum percentage ofuniform gripper speed and drivJ ing action; in other words, toreconstruct the gripper action so as to uniformly prolong the maximum ordriving speed of each gripper. The gripper action represented by thecurves 92 of the diagram, Fig. 17, or 93, Fig. 18,- possess anapproximately uniform maximum driving speed over a very substantialportion or fraction of the total stroke of the gripper, and thecurvesl94 and 95 possess these qualities in a further degree. Themechanism of this inventionis adapted to secure for each gri per the'action represented by the curves .2 andl 9-1 or 93 and 95 of thediagram.

Bearing in mind the above explanations, the following description of thefirst portion 4vthis invention will be understood. This involves-thefeature of mechanism by which the eccentric von the driving shaft`vibrates` the gripper which moves the driven shaft, and theinclusion insuch mechanism of means for rendering uniform or approxi;y matelyuniform the gripper speed through la substantial part of its travel. Inthe illustrated embodiment, this .comprises an oscill lating leverintermediate the eccentric and the gripper with which coperates a devicefor changing the effective radius of the lever as the parts oscillate.

Some of the `general machine parts will first b'e referred to. `Vhilethe link-andlever mechanism is best illustrated in Figs. 1, 2, etc., themanner of application thereof to a motor vehicle is generallyillustrated in Figs. 8, 14, etc. Connected with the usual vehicle frame-20 are the elliptical spring suspensions 21 by which .the frame issupyported from the rear axle housing22. The

transmission housing 23 is located forwardV of the axle housing. Theusual engine shaft 24.- is provided with fly-wheel 25, and by auniversal joint this drives the propeller shait 26 extending rearwardlyto the transmislson housing. For well-known purposes `the shaft 26 issurrounded by a torque tube 27. A bearing sleeve 28 surrounds the rearyaxle29k, which is provided with the usual differential gears as shown.1t will be noted that the' ;'transniisison housing, instead of`being-.mounted upon the frame, is rigidly connected vwith therearfaxlehousing.

. Referring njo'wto Figs. 1 and 2, the rear.A

end `of the propeller shaft 26 is shown as providedwith an eccentric35.y The eocenf tric is connectedfto the ro,d]36l byr'a universal varejoint 37, and a second universal joint 38 connects the extremity of therod 36 with a bell crank lever 40, 41,Wl1ich is pivoted at 42. The tivoarms 40 and 41 of the bell crank lever each have a peculiar construction'to be more fully described. It is the i arm 41 which is universallyjointed 'to the rod 36,

and it is shown composed Aof ylea-f springs assembledln the mannerindlcatedand'irmly symmetry and stability to the mechanism.v

lch of the arms 40 is recessed at 46 on its inner side, so as to form atrack for a vroller 47, the track having asomeivhat cnrved form, `which"isconcave on the side nearest to the gripper. The roller 47 vand .itscarrying arm 48, pivoted at 49, constitute a device for changing theeffective radiusof the lever 40 as the parts o scillate. The pivot- 4,9,lWhile stationary during the normal running of the machine. is capableof havingits'position adjusted by the swingingof an adjusting leyer 5,0for altering the speed ratio of the mechanism ina manner which will'belater specifically described. The lever 50 is forked to accommodatetherod Ay connecting lrod 53 extends :from the roller 47- ;or'itssupporting. arm 48 to the gripper orgrippers vlocated above the drivenshaft, While a' siirjilar connecting rod 5-L rex- .tends t0 ti egrippers below the shaft. The extremityofeach of the connecting rods,53, 5-1, is provided ivitha fulcrum shaft 55 arranged cro'ssn'ise, so asto permit the symmetrical operation of an opposed pair of gripper:supporting rings. I

Instead of employing grlppers of a-type which frictionally yengage thedriven shaft or a drum thereon, 'a true mechanical Iengagement ispreferred such as is aor'ded a paivl and ratchet, and, instead of asingle parl, if iS preferred t0 ,Harley Deals v1in pairs so as15o-minimize lost vvI n'otio'n in the .act'of engaging'the paivlsiviththe ratchet teeth on'` 4the driving strokeV there'o'. Thus, there 'are"a wir' f 1 "1556, 56- ?i' 'the-lterer which have'th suppi'nvt a donblefsrreltiali'ne57' .th'fllsl `CFOSSWS@ fafrangedfnicrum shafts 58;Similarly the live'r pair of pawls 59, are'snpported from thedouble'supporting ring v.60.

" It"-w'ill beunderstood that thejconnecting rod 53 through its cross4fulcrum shaft 55 engagest'he double rings 57 .57 ,so that the 64, andthe loiver oscillation of the rod effects the vibration of the rings andof the upper pawls;v While the lovver connecting ,rod 54 is similarlyconnectled tothe double rings 60 for vibrating the under pawls.

The toothed drum or ratchet-with which the pawls coperate comprises (seeFig. 3) a hub portion 6l concentric yWith 'the driven shaft androtatable therewith and the toothed sleeve '62, whichis splined to thehub. The exterior of the sleeve 62 is formed in three parts vorsections," namely, the toothed part :63, with which thepa-Wls156 and 59coperate forforiif'ard'- driving, andav toothed part 6,4 for .reversedriving, and a middlesection or part 65 for renderingthe pa'wlsinoperative.` For reverse rdriving each of the paivls 5,6 has anfopposedextension copei'a-ting with the ratchet section pa'wls 59 are similarlyformed. 'i

Reviewing the mechanism thus far described. the arm constitutes anlintermediate. oscillating lever actuated by the eccentric. and 'servingtovibrate vthe paivl, and in connection with said lever a device ,for

osci-llate for the purpose of lrendering approximately uniform lthespeed of .the gripper through a snbstantial part of itstravel.This'device consistsin the roller 47 and arm 48,4 ivhich cause the end`of connecting rod to shift along the length ofthe lever 40, thusaltering thel eii'ective leverv length.` As before stated, the eccentric35 tends to give an instantaneous maximnin speed substantially atmid-stroke, andin Vthe diagram, Fig. 17, the ,curvev 90 represents themotion' that vthe pawl wouldv have therefiv'ere no'change of effectivelength of the lever 40. The action of th :device +17, 48 isto reduce theeffective length ofthe lever ,subsitan'ti'ally in mid-stroke, because'at that timethe lever lchanging" its effective radius as the parts leoelfectvelength 'of the'l'ev'er 40 is increased upon displacement toeither Vside of midposition. 'i The pin-pose ofthe concave cnrvati-ireof the lever is noW.- apparent. It is.4

isti-oke. rThe introduction V,tl'ife `,device 4T,

that Shawn 'sa 9,0" ,1 tig. 17 that: shawn at 92.` This,"hoivever', isoir-the 'assimption n, 'that-'the lyielding character 4"ofthe rin -Ll isignored, and, as ivill be flater shown, :theinf manner shown vserves tovstill ,finit-her lengthenthe eective driving stroke. of the i' actionprevails not only for the illustrated pawl and to give substantially theVcurve represented at 94 in the diagram.

The described'uniform pawl velocity or speed adjustment, but for allspeedadjustments. The diagram, Fig. 17, shows a comparatively higher andthe diagram, Fig. A18, a comparatively lower speed ratio, and it will beseen that in each instance the maximum pawl velocity is rendered uniformover an extended or substantial part of its travel or active stroke.This maintenance of all speed uniformity for' all adjustments will beunderstood by considering the relative arrangement of parts, as shown inFig 1. The distance of the roller 47 from the pivot 42 of the arm 40determines the speed ratio, and, since every` oscillation of the arm 48at any speed adjustment causes the roller 47 to approach the pivot 42 inmidstroke or when the crank 35 is reaching its maximum throw, it isapparent thatthe action of rendering the pawl speed uniform results inall adjustments.

So far the invention has been described with reference to the.particular speed adjustment illustrated in Fig. 1, but it is essentialthat the extent of travel of the pawl, vand therefore the speed ratio,shall be adjustable without destroying its prolonged speed uniformity.This result is attained herein by the` described construction, arvrangement and proportions of the described parts, and through the modeof adjustment ofthe pivot 49, which', by the adjusting lever 50, may beswung one way or the other about the fulcrum shaft 51 of the lever. Therelation. of the fulcrum shaft 51 to the pivot '49, the lever 40 and theother parts is such that the 'circular adjustment of the pivot,

while changing the position of the'roller `47 in the lever 40 so as toalter. the effective length and action of the lever, does so withoutaltering the operation which is performed by the arm 48 of controllingthe effective radius of the lever 40 as the parts oscillate. Thus,throughout the adjustment of speed ratio a pawl action is maintainedhaving a diagram substantially like that designated 92 or 94 in Fig. 17or 93 or 95 in Fig. 18.

It will be noticed that the axis about which the bell crank 40, 41swings extends at right angles with the driving ory propeller' shaft.Owing to this the upward and the downward oscillations of the lever areidentical, contrary to what would be the case if the axis and shaft wereparallel.

Reference will now be made to the features and functions of `theyielding" element 41 combined with or forming part of the bell crank40', 41. Assuming'a constant speed of parts. The speed of thedrivingshaft `and in the system, for example, between the lever 40 and thepawl, such spring would have an extent of yield which would increasewith the intensity of the force applied t0 v the driven shaft, or, whatis the same thing, with the decrease of travel of the pawl. Thisinvolves that the maximum yield of the springoccurs for the adjustmentcorresponding with the minimum travel ofthe pawl, and, if the amount ofthe yield is sufficiently large to be effective, it might4 easily offsetthe slight pawl travel with the result that there would be no drivingaction. This objection is herein overcome lby a special structure andarrangement which, during the normal running of the machine, insures auniform` extent of yield ofthe yielding element for all speed ratios.The spring'41 herein is introduced in the train of mechanism at aspecial location. It serves not only the purpose which is referred toand also as a cushion for breaking the shock of applying power, butalsounder special circumstances where sudden and excessive strain might beimposed to prevent the same by an excessive extent of yield. Forexample, .during any; sudden increase of speed ratio and before thedriven shaft has adjusted itself to the new ratio, the spring 41 willundergo more than its'normal yield. In effect this is a temporaryreduction of speed ratio pending the readjustment of operations. Thepresence of the spring'element 41 serves to increase the drivingefficiency. It does this by lengthening the effective driving strokeofthe pawl. T his is clear by comparing the curve 94 or 95 with the curve92er 93 in the diagrams, Figs. v17 and 18. This results from an earlierdriving action, longer continued, as will be later more fullyelucidated. As before stated, however, variations in ratio conditionswill cause extensive andl serious variations in spring yield, unless thespring be combined with the other mechanism as described herein. Duringnormal operation, however, the yield of the spring 41 is u'ni7 form, sothat the effective driving capacity off the system is not destroyed atlowratios. These advantageous results are attained by the illustratedstructure involving the locationof the spring 41 between the adjustablelever 4.0 'and the driving crank or eccentric. The yield of the springnot taking place between the variable lengthy arm 40 and the `gripper isnot susceptible 'to varying strains with ratio adjustments. Being, onthe contrary, between the eccentric or crank 35 land the arm 40 theyielding element or arm 41 is affected only by the stresses betweenthose the power delivered being assumed constant, the stress andtherefore the strain on the yielding arm 41is the same' for everystroke.

Ratio 'adjustments Oif arm 40 increase its leverageyand decrease thelength of working element, which therefore yieldsa certainsmall constantamount on every stroke. The

mechanism between `the pivot 42 and the pawl may possess the quality ofrigidity; and for convenience the spring 41 is structurally combinedwith the intermediate lever 40. the two constituting a sort of yieldingbell crank lever, with the yield between the rigid arm and the source ofpower. y

The introduction of the yielding element serves to slightly decrease themaximum speed of ther pawl, `as the diagram shows. This results in aslightly earlier driving engagement of the pawl with the ratchet. Theengagement commences the moment the increasing speed of the pawl equalsthe speed of the ratchet on the driven shaft, which point is representedby the shoulder on the curve 94. Therefore, the cushioning action isaccompanied by the application of driving force, and toward the end ofits active stroke, when the pawl slackens in speed, the energy stored inthe compressed spring works usefully until the actual disengageons mentof pawl and ratchet. ,y

In the illustrated structure there are shown two sets of pawls, one setoperating on the forward stroke and the other on the return stroke ofthe lever 40 and the connecting rods. rIyherefore, the stroke of eachpawl corresponds substantially with a 180 turn Lof the driving shaft,and the driving.

actionof the pawl is somewhat less. It. is found that with a structuresuch asillustra-ted, but without the use of the spring element'41. eachpawl will do active work during about two-thirds of its stroke or 120 ofdriving shaft rotation. `With the spring, as the diagram shows. theactual driving period is longer. Therefore. having the two sets ofpawls, the total driving action continues during nearly the entireperiod of each rotation of the driving shaft, and thereby one of themain objects of the present invention is attained.

In automobile practice the driven shaft never makes more than onerevolution to every two and one-half revolutions of the driving shaft,even onv the highest speed ratio. Consequently, as there are two powerstrokes to each revolution of the driving shaft, on the highest speedratio desirable, there would be at least five power strokes to eachrevolution of the driven shaft, and a greater number' as the speed ratiowas reduced. If there was no application of power during a turn of 20ofthe driving shaft,

` the cessation of power as applied Ato the driven shaft would extendover only 80 at highest ratio, andl proportionately less at otherratios, andi 'such small amount may be considered negligible.

- ratchet.

In order to control the driving pawls so as to eliminatetheobjectionablenoise and wearl which ywould be caused by their passingover the .ratchet ,onl their return stroke, the following simple andnovel mechanism may be employed. The fulcrum shaft `for each pawl mayhave a flat sector-shaped inwardly-extending member 67, (seeFigs.- 1 and4), engaging frictionally with the hub 61 of the ratchet lor otherrotary part turning with the driven shaft. The member 67 is thin enoughto have resilience and its inner extremity isbeveled, as shown in Fig.l, and :through the resilience is caused'to constantly press laterallyagainst the similarly beveled hub portion or shoulder 68. lVith thisarrangement, as will be clear from Fig. 1, each pawl is controlled sothat it cannot engage the ratchet until itsspeed exceeds that of theratchet. As soonas that 67 is thrown relatively back, thus tippingl theforwardend of the pawlintodriving',

' condition is' reached, the control extension v engagement with theratchet. At, all"otherfl times therotation ofthe driven shaft'migainftains the pawl in disengaged-posltion.l l,

Each pawl 56 or 59 is shown as having ,y

extensions 67 ycontrol the position of the reverse extensions 70 of thepawls in a man'- ner precisely similar to that above described.

Reference has been made to .the reverse. driving ratchet and ,thereverse driving pawls or -extensions 70 coperati-ng there-y with. Therelation of these parts is best shown in Fig. 2. In that figure theforward driving pawls 56 are inoperative relation to the forward ratchet63, while the reverse' pawls 70 are out of operative relation to thereverse ratchet 64, owing to their-engagement with the central or smoothportion 65 of the ratchet sleeve. The mode by which the reverseadjustment is effected according to this invention is the axial slidingof thev ratchet sleeve. Thus, if the sleeve be shifted bodily toward theobserver in Fig. 2, it will be seen that the 'forward pawls are renderedinoperative and the reverse pawls are. brought into operative relationwith *the Such axial adjustment of the ratchet sleeve may be effectedthrough a slide rod 71, which is vprovided with a yoke 72 (see Figs. 2and 3) straddling the ratchetsleeve 62. By sliding the rod the ratchetisl thus shifted. At one extremity of the.f d 71 is a device 73 foreffecting its sliding.

This device is` shownin plan view in Fig. 2, and in section in Figs. 9and 10. It comprises a revoluble sleeve 74 which coperates with a crosspin 75 passing through the end of the rod 71. Between the revolvingsleeve and the rod -is a fixed sleeve marked 20 and forming a part ofthe frame of the machine. The fixed sleeve has a pair of opposite axialslots engaged by the pin 75. These permit the endwise movement of therod, but prevent its rotation. The extremity of the fixed sleeve has alock nut confining the revolving ysleeve in position.y The revolvingsleeve at its opposite'sides has va pair of inclined slots 76. Thesleeve maybe revolved by an extension arm 78 to thereby operate theinclined slots which act as cams to press the lpin 75 inwardly oroutwardly and thus shift the rod 79, reversing the drive. `The extensionarm 78 and the rod 79 extending therefrom are shown in exterior view inFig. 8. The rod 79 passes from the arm 78 to a downwardly extending arm80-(see Figs. 8 and 11) rigid' upon a fulcrum shaft 81, to which is alsorigidly connected the upwardly extending control handle 82', of usualform. Throwing the handle82 forwardly or rearwardly operates throughlthe described connections tok shift the reversing rod 71 .to right orleft. so that theoperator may easily changel 4the mechanism yfromvforward to reverse drive, or vice versa. Moreover. holding the handle 82centralcauses the control portion of the-ratchet sleeve to hold all thepawls inoperative, thus disconn'ne'cting the drive. p

Certain features and advantages of the described generalk arrangement ofthe driving mechanism will now be referred to. In a motor car it isimportant that neither the full .play of the lvehicle springs nor theswiveling motion -of'the rear axle shall interfere with or affect thedrive. This is the case with the described arrangement. The weight ofthe transmission has'been shifted `fromthe vehicle frame'to the' rearaxle housing, and the necessaryswing or play of the axleand..transmission'witH respect to the frame-is provided for.

Ina practicalfsense `the ratio of the speed ofthe driven to that of thedriving shaft should be as 1 to 3; or at most asl to 2%.

Heretofore reducing bevel gears have been employed yto secure 'suchratio. With the present invention', however, the necessity of v 'suchgearsis dispensed with as the described mechanism not only transmits,but naturally reduces the speed. With the'present mech. anism it. isdeemed that a speed ratio of 1 to 2 could be obtained, but, as beforestated, Such a lhigh ratiois practically unnecessary; V`It will be notedthat the present transmittmg mechanismy operates directly bet-*Weenthe-propeller shaft `and the" rear travel.

` axle, or rather the surroundin sleeve which turns with the axlefiThere ore, the propeller shaft is at the high speed end of themechanism, and consequently it is not subject to the strains that wouldoccur with a contrary arrangement. Therefore the employment of thepresent invention effects not only an increased eiiciency, but 'a moresimplifiedv and durable construction.

The manner of control of speed adjustment has not yet been completelyexplained. It was shown that a circular adjustment of the fulcrum shaft51 throws toa higher or lower position the pivot 49 of the arm 48 whichcontrols the mean effective length of the lever 40 and which', duringeach oscillation, varies the effectivev length to render approximatelyuniform the driving speed of each pawl over a lsubstantial part of itsThe fulcrum shaft 51 is a 'cross shaft mounted in the'frame, and at anexterior point it is provided with a downwardly extending arm 101 bywhich it may lbe swung through a connecting rod 102, ex-

tending forwardly to the control mechanism, which is nowto be described.

Reference willl now be had to Figs. 8 and 11 to `16. 'The control handle105 governs the speed adjustment, and is located adjacent to the controlhandle 82, before mentioned. The revolution of the fly-wheel 25 isutilized for the purposes of adjusting the speed varyingvconnections,under control of the handle 105. Thef'ly-Wheel has an angular groove 106at its rear side afordingan inner contact surface 107 and an outercontact lsurface 108 (see Fig. .12). y Friction roller 109, faced withfiber, is adapted to engage one or the other of the" surfaces 107, 108.rThe roller rotates about'a'v shaft 110 (see also Figs. 15 and 16), whichis capable of bodily swinging so as to shift the roller into contactwith one surface or the other.

The shaft 110 is j extended into a threaded vportion 111 '.forv thepurpose of adjusting f p, thus `shifting the connecting rod 102 'and'the ,parts connected therewith to yincrease or de` crease ,the speedadjustment. Putting the roller into contact with the inner'surface 107will effect a speed increase by pulling forward theblock 114 and rod102, while contact vwiththe outersurface 108 reduces los the speedratio.v When the roller is out of contact with bothsu'rfaces, as showninFig. 12, the existing speed adjustment is retained,

the screw llllocking the block 114 against unintended movement. I l yThe control of the roller 109 and associated vparts is effected from thehandle 105 in the following advantageous manner. The block 114 has aright-hand extension 120 of a yielding nature, and at the extremity ofthis projects apin 121, which engages the inclined slot of a sliding cam122 adapted to be moved fore and aft at'will by means of a rod 123extending from the cam slide to the handle 105. The handle 105 isadjustable to numerous positions, as seen in Fig. 13. Each positioncorresponds to a given speed adjustment, but the operator is relieved ofthe enormously heavy work nec-. essary to change the position Hof thepower transmitting parts.

The operation of the control devices may be substantially Aas follows.On throwing rearwardly handle 105, for example, .-to some intermediateposition, the cam slide 122 iscorrespondingly shifted forwardly, thusthrowing up the pin 121 and the extension 120, thereby slightly swingingthe block 114 and rotating the shaft 11.3, at the same time swinging theblock 112 and throwing the fiber wheel 109 into contact with the innerfly-wheel surface 107. This causes such rotation of the fiber wheel asto-turn the screw 111 to'shift the block 114 and rod 102 forwardly bypower, and during such readjustment t-he speed ratio is graduallyincreased. At the same time the forward shifting of the block 114,carrying with it the pin 121, causes the latter to move down in.the/inclined slot of the cam plate 122. The described readjustmentcontinues until the pin 121 arrives in its neutral, central or normalposition, shownin Fig. 8. lVhen in this position the parts 120, 114, 112and 109 reassume their normal position, so that the fiber wheel 109becomesinoperative and the adjustment ceases.

the cam plate 122 and for each .position thereof the speed varying partsautomatically assume a corresponding position. Thus, the operator isafforded a handy, simple, efficient and easily operated controllingmeans whereby the power of the driving shaft is caused to effect thedesired speed readjustment in full accordance with the will of theoperator, as 'expressed by the hand lever movements. The full range ofadjustment is effected by a comparatively short extent of lever throw.and' therefore 'the device is quick-acting. When the handle has beenthrown to a position corresponding with the desired speed, theadjustment to such speed is automatic. The mechanism Thus, everyposition of the hand lever 105 involves a corresponding position offl-involves no such guesswork as would .be

necessary if the operator was compelled to judge the proper adjustmentand thereupon disengage the power adjusting connections.

It is frequently desirable, to effect la very quick speed reduction indriving motor cars, whereas it is undesirable .to make an abrupt speedincrease. The arrangement of contacting the fiber wheel'109 with theouter fiy-wheel surface 108 for speed decrease and f the inner surface107 for speed increase effects this result, because the inner surface istraveling at a much lower speed than the outer.

"As before stated, this invention contemplates an automatic speedadjustment to accommodate the driving .action to road conditions. If'themechanism could be construct#v ed so lthe vehicle, passing from a levelto an uphill or impeding stretch, could automatically haveA the speedratio reduced, that wouldbe an advantage and might dispense with acertain amount of attention from the bined universal land slip joint atthe for.

ward end of the. propeller shaft 26 allows the driving mechanism toaccommodate itself to the relative shaft displacement.y

The forward displacementl ofthe rear axle in climbing a hill dependsfupon', the'power exerted and upon the steepness of the `liill. Areverse action of a'; similar'nature takes place in going downhillwhere'-the rear wheels are braked,'this serving to effect a rearward relativeaxle displacement. Y

The desired automaticadjustments are effected owing to the constructionof the speed adjusting connections. The approximately upright arm 101,by which the fulcrum shaft 51 is turned, is connected at its upper endto the fulcrum shaft, which is part of Ythe transmission mechanism, andits lower end is held by the rod 102 and connected parts againstyrelative fore and aft displacement with respect to the frame, except atsuch times as at the will of the operator the conturn moves the pivot 49to a lower point, so

that the mean effective length of the' intermediate lever 40 isshortened and the speed ratio thereby reduced, as desired.

It will thus be seen that there has been described a variable speedtransmitter accomplishing the recited objects and advantages and otheradvantages. will be apparent to those acquainted withv the art'. y Sincemany matters of design, arrangement, detail, and other features may beindefinitely varied Without departing from the invention hereininvolved,`no limitation to such features is intended V.excepting asspecified in the appendedvclaims.-

What is claimed is; l l. A variable speed transmitter including incombination,- a driving shaft, al driven shaft, an eccentricactuatedl bythe driving shaft, an intermittent gripper coperating with the driven,shaft for rotating it, mechanism betweenthe shafts by,A which theelccentric vibratesthe-gripper, 'and vmeans included in said mechanismfor rendering approximately uniform` the gripper.l speed through asubstantial part of its travel.

Q in combination, a driving shaft, a driven shaft, an eccentric actuatedby the driving shaft, an intermittent gripper coperating with the drivenshaft for rotating it, mechanism between the'shafts by which theeccentric vibrates the gripper2 and means included insaid mechanism forrendering approXimately uniform 'the gripper speed through a substantialpart of its travel; said means comprising an oscillating leverintermediate of said eccentric and gripper,

and a device for regularly changing the.

effective radius of said lever as the parts oscillate. s

3. A variable' speed transmitter including in combination, a drivingshaft, a driven shaft, aneccentric actuated by the driving shaft, anintermittent gripper coperating with'the driven shaft for rotating it,mechanism between the shafts by which the eccentric vibrates thegripper, and means included in said-mechanism` for renderingapproximately uniform the gripper speed through a substantial partof itstravel;

said means comprising an oscillating lever. lntermedla'te of saideccentric and gripper,

variable speed;transmitter including f with .the driven shaft vforinsa-,aus n through a substantial part of its travel;

said means comprising an oscillating lever intermediate of said'eccentric and gripper, and a second lever for regularly changing theeffective radius of said lever as the parts oscillate.

4 5. A variable speed transmitter including .in combination, a drivingshaft, a driven shaft, an eccentric actuated by the driving shaft, anintermittent gripper coperating with the driven shaft for rotating it,mechv anism between the shafts by which the eccentric vibrates thegripper,land means inl cluded in said mechanism for renderingapproximately uniform the gripper speed lthrough a substantial' part ofits` travel; said means comprising an oscillating llever n intermediateof said. eccentric andgripper,

a member, as roller 47, movable along said lever and connected with saidgripper, and

4.a device `acting'automatically as the parts oscillatei for changingthe position of said membenin'harmony with the eccentricsv y action forvthe purposes stated.

y 6. A variablespeed transmitter including in combination, a drivingshaft, a driven shaft, an eccentricactuated by the driving shaft,l anintermittent grippercoperating with the driven shaft for rotating it,Lmech anism between. the shafts bywhich the eccentric vibratesthegripper, and meansx'included in said mechanism for rendering approximately uniform the gripperi speed* throughv a substantial part ofits travel; said means comprising an oscillating lever intermediate ofsaid eccentric and gripper,V a member, as roller 47 movable along saidllever and connected withsaid grip ier, and

a device acting automatically as t e parts oscillate for `changing theposition of ,said member in harmony with the 'eccentrics action for thepurposes stated, said device comprising a second levero posed tothe.v

first and `having its free en connected to said member`. ,l t 7.- Avariable speed transmitter including in combination, a driving shaft, `adriven shaft, an eccentric actuated lby the driving shaft, anintermittent v"gripper coperating with the driven shaft for -rotatingit, mechanism" between the shafts by Whlch the ec-y centric vibratestheA gripper, and means included in said mechanism for renderingapproximatelfy uniformthe gripper speed throughl a substantial part ofvits travel; the parts constructed to permit adjustment for varying speedratio while maintaining in each adjustment the stated uniformity of vgripper velocity.

8. A variable speed transmitter includingl -in combination`,`a drivingshaft, a driven shaft, an eccentric actuated by the driving'A shaft, anintermittent gripper coperating ro ating f it,

lil

mechanism between the shafts by which the u 450 f `f gripper vspeedthrough a substantial part I'it v. vs'fliich the eccentric vibrates thegripper,

and means included in said mechanism eccentric vibrates the gripper, andmeans included in said mechanism for rendering.. approximately uniform lthe gripper speed. through a substantial part of its travel; said meanscomprising an oscillating lever intermediate of said eccentric andgripper, and a device for regularly changing the effective radius ofsaid lever as the parts oscillate, the same adjustable for altering themean lever length to vary the speed ratio, and l means vfor s'oadjusting it at suitable times.

9. A variable speed transmitter including in, combination, a drivingshaft, a driven shaft, an eccentric actuated bythe driving shaft, an.intermittent gripper coperating With the driven shaft for' rotatingmechanism between v the shafts by for `rendering approximately uniform"the of itsv travel; said kmeans vcomprising an oscillating lever'intermediate of said eccentric and gripper, a link. between theleverilimdl gripper and a device for regularly shifting-the point ofconnection be- 1tween .lever Y'and link as the parts oscillate,

the parts adjustable for `altering at suitablel timesftheineanlever'length to vary the y speedy ratio.

Afvariable speed transmitter including in' 'combination, af drivingshaft, a 'driven anism;v between the' shafts by'which the eccentricvibrates the gripper, vand 'meansin-yv eluded in-said mechanismforfrendering approximatelyl. uniform the'. gripper speedl 40 .anismbetween the shaftsv by which the eccentricl vibrates the gripper, andcluded in said mechanism for rendering apfshaft, jaln eccentricvactuated by `the driving lshaft, an intermittent. gripper coperatingwith the'drivenshaft for rotating i't,'jmecli tliroughasubstantial-.part vfits travel; said means comprising van oscillatinglever intermediate of saidfeccentric and gripper, and va second lever-for-l regularly --changing lthe effective radius of said lever as theparts oscillate, said second lever being adjustable in .location to vary'the' speed ratio, and means for so adjusting itat suitable times. 11. Avariable-'speed transmitter including in combination, a driving shaft, adriven shaft, an eccentric actuated by' the driving shaft, anintermittent gripper coperatin'g With-the' driven shaft for rota-tingit, mechmeans inproximately uniform rthe gripper speed through asubstantial part of itstravel; said means comprising an oscillatinglever intermediate4 of said eccentric and gr1pper, a'

member, as roller 457, movable along said leverand connected with saidgripper, and aV` deviceacting'automatically as the parts oscillat'eforchanging the position 4of said member in harmony with the eccentricslaci tion for the purposes stated, said device com prising a second leveropposed to the first and having its freeend connected t0. said f member,and means for adjustably shifting the pivot of said. second leveryatsuitable times for altering the speed ratio.

12. A variable-speedV transmitter including in combination, a drivingshaft, a driven shaft, an eccentric actuated by the driving shaft, anintermittent gripper cooperating with the driven shaft for rotating it,mechanism. between the shafts by which the eccentric vibrates 'thegripper,the 4same comprising adjusting means for varying the speedratio, and a yielding cushion element so comprised in said mechanism astoyield the same extent at all speed ratio adjust= ments, said adjustingmeans and cushion element being distinct elements.

l13. A-variable. speed transmitter including in combination, a drivingshaft, a driven shaft, an'eccentric actuated by the driving shaft, anintermittent 4gripper coperating with the driven shaft for rotating it,mechanisin betweenfthe shafts by which the eccentric vibrates thegripper, the same being adjustable to vary the speed ratio, meansinleluded in said mechanism for rendering approximately uniform thegripper speed Vthrough a substantial part of its travel and a yieldingcushion element so comprised in s'aid'mechanism as ,to yield the same-extent at all speedA ratio adjustments. 14s A vari ble speedtransmitter includ-ff :soA

ing in combination, a driving shaft, afdjriven shaftfa'neccentricactuated by the; driving shaft, an intermittent grippercooperating With the driven shaft for rotating it, mechanism vbetweenthev shafts byy which the eccentric: vibrates the grippenthe same beingadjustable to vary the speed ratio', means included in said mechanismfor rendering approximatelyuniforinthe gripper speed said meanscomprisin'g ian o scil g leverif 'intermediate' of said eccentric a d-.gripper,

and a device forchanging the" effective ravdius of said lever as theparts oscillate and a. cushion element'comprised in said mechanismbetween said eccentricv and lever adapted to .yield `the same extent atall speed ratio adjustments.

Vthrough 'a substantialfipart of.- travel;

' 15. Afvariable'speed transmitter includme iate of said eccentricandgripper, and a 'device `for changing the effective radius meanscomprising an oscillating lever `interthe axle relative to the frameland vice versa. l

25. In a motor vehicle the combination of the frame, rear axle housing,resllient suspension between said frame and housing,

' manual control devices carried by the frame,

a transmission and housing .having rigid relation to the axle housing,and. connec\ tion betweensaid manual control devices and saidtransmission, said connections extending horizontally and so arrangedthat the speed ratio is increased or reduced by relative rearward orforward shifting of the axle. Y

' 26. In a motor vehicle the combination f the frame, rear axle housing,resilient suspension between said frame and housing,

, manual control devices carried by the frame,

a transmission and housing having rigid relation to. the axle housing,and connection Cemex of this patent 'may be obtained for `tive centseach, by addressing Ill between said manual control devices and saidtransmission, an'iotor carried by the frame, a high speed transmittingshaft between the motor Iand transmission, said transmission being ofv akind 'effecting a speed reduction in driving said axle.

27. In a self-propelled vehicle the-combination of a driving shaft and adriven shaft, a variable speed transmitter between said shafts, a manualcontrol device for adjust ing said transmitter to vary the speed of the'driven shaft, and an automatic transmitter adjusting means operating inaccordance with tractive conditions for varying the speed ratio,operable in all adjustments of saidrmanual control device, and thelatter operable in all adjustments `of the'formen In testimony'whereof',I have aflixed my signature in presence of two witnesses. JOHN REECE.Witnesses:

FRANCIS A. SHEA, VDONALD CAMPBELL.

the Gommissioner of Patents.

Washington, 1).-6.

